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  • Chris@Boost Concepts Inc's Avatar
    Today, 01:28 AM
    It was recently brought to my attention that there is a demand for a Plug n Play bucket assembly as well. This was actually the original model for this product but during Beta testing 80% strongly requested to have it as a DIY to avoid the hassles of core charges and to maximize cost savings. So here is what I am going to do, I will add an option to have a Plug n play bucket assembly. Cost will be $349 and includes the lid ring tool, shipping will be what ever USPS calculates for size and weight which I will determine this week to add to the website. Hopefully this will give those who don't feel comfortable giving the DIY a try an option to still save some money and have the same performance as the DIY kit. Would love your thoughts and feedback on this! Thanks, Chris
    39 replies | 700 view(s)
  • fastgti69's Avatar
    Today, 01:03 AM
    Yup! There was 5 with 3000gt MR but hes not too far up in GA. You, Sam, kenny and this car makes 4. Afaik hes SoFlo though you 3 are very close to each other though from what I heard.
    101 replies | 4214 view(s)
  • ny135ivishnu's Avatar
    Today, 12:46 AM
    ny135ivishnu replied to a thread For Sale: FFTEC Top Mount Kit N54 in Buy/Sell - Parts
    still for sale?
    22 replies | 1348 view(s)
  • The Convert's Avatar
    Today, 12:37 AM
    The Convert replied to a thread Single turbo VANOS testing in N54
    Whenever you do work to a system you will add heat. If you remove energy, you remove heat. Hot air moves faster than slow air because the molecules have more energy. Temperature and velocity are intimately combined. What item(s) pull heat, and therefore energy, out of the gas is another story though and no one in the aftermarket is going to model that shit out.
    142 replies | 4047 view(s)
  • subaru335i's Avatar
    Today, 12:32 AM
    subaru335i replied to a thread Single turbo VANOS testing in N54
    I actually didn't know what you meant! I was clarifying because I was confused and thought others might be too. But really there is a pressure drop across a wind turbine (depending on what scale you are looking at). The wind turbine airfoils are essentially just airplane wings and generate a "lift" that spins the turbine to generate power. There is a pressure drop across the turbine and also a velocity drop (converting pressure/potential energy and velocity/kinetic energy) both make the blades turn, same as in a turbo turbine. I think you are forgetting that a turbo's turbine is doing both robbing kinetic energy (velocity) and harvesting the potential energy (pressure) of the exhaust gas. It isn't one or the other, which is where I think the misunderstanding is happening. It even says it here in this garret link: "A pressure and temperature drop occurs (expansion) across the turbine (7),which harnesses the exhaust gas’ energy to provide the power necessary to drive thecompressor" https://www.turbobygarrett.com/turbobygarrett/sites/default/files/PDF/Turbo%20Tech%20101.pdf
    142 replies | 4047 view(s)
  • Tony@VargasTurboTech's Avatar
    Today, 12:26 AM
    As I said Apples to oranges, street to dyno, on the street, 2+ was very close as far as spool, about 100-200rpm difference on the street. With the New GC's spooling a little better. We will release the specs when we do our full product release.
    92 replies | 3554 view(s)
  • Terry@BMS's Avatar
    Today, 12:23 AM
    Terry@BMS replied to a thread Single turbo VANOS testing in N54
    There are a lot of factors at play here with regard to spool and I'm trying to conceptualize which of those are higher leverage. Just to summarize some of the variables. We know by altering the VANOS values we can increase reversion which reduces mass flow and reduces EGT, or decrease it which would decrease reversion and increase EGT. On AFR we know adding more fuel increases massflow but we also know adding more fuel reduces EGT. We can also alter EGT with ignition advance of course. And of course as NOORJ has pointed by altering VANOS we can also alter the VE independent of EGT. More mass flow results in more spool. I think it must also simultaneously produce a higher back pressure but maybe I'm wrong on that. Anyway the moral of the story here I think is I hope MOTIV decides to make the same manifold only in a twin scroll format. :) Got it! We should add that to the XDF table descriptions!
    142 replies | 4047 view(s)
  • Tony@VargasTurboTech's Avatar
    Today, 12:13 AM
    I should have made mention of that, not at all. The banks stay very close to each other, On the previous set up, I had a 90 coming right out of the turbine. The lines I use usually stand up to the heat pretty well, but that bend did not like it. It slowly burned through the line, until the front was down to about 5 psi peak. I changed that front EBP set up around this time to help avoid that. The new log is how EBP usually looks as far as variance. Also thank you for the compliment on the data set up, I have mined this data on every set up for almost 3 years, including shaft speed on some of the earlier stage 2's. Not a single other vendor has mined any of this data, which honestly baffles me. In my eyes, it's a must when testing or offering new products.
    92 replies | 3554 view(s)
  • V8Bait's Avatar
    Yesterday, 11:50 PM
    V8Bait replied to a thread Single turbo VANOS testing in N54
    Lol, you know what i was getting at, you can't really measure a pressure gradient on a windmill. But thanks for the clarification. You can't increase the volume in a solid manifold. Your post highlights a big misconception so many people have, yes as temp goes up volume will in a balloon, or pressure will in a solid sealed jar, but the manifold is neither. As T increases, you can't increase the volume of the manifold, and the pressure isn't high yet either so you gain kinetic energy and velocity. Same goes on at the intercooler, people seem to think the cooling causes the air to condense and that's the pressure drop or something. That's incorrect too, you're robbing kinetic energy (velocity) due to restriction, which causes the pressure to build up behind the restriction. The temperature change is largely independent, since this is a closed system after the compressor. 50lbs of air in is 50 out, the temperature doesn't really change things other than as a way to view efficiency. The turbo is designed to extract this energy, and hot has more energy. If thinking of it as a volume works for you that's fine, but this expanding volume isn't exerting much added pressure. Best I can explain it.
    142 replies | 4047 view(s)
  • ALPINA's Avatar
    Yesterday, 11:48 PM
    Well ,,, on Bimmerforums an E36 owner is putting a S38B36 in to his car,, that is also not the best idea IMO when the M/S5x series is laying all around ,, and the S54 is an engine that is really powerful and fits direct in,, the main problem with Big Block IL6 .. like S38 and M30 is the oilsump,, but you are talking about the BMW v8 engine, they are great,, but nothing compared to a LS swap,,, thats the engine that rules the world at the moment,, and for a reason,, VERY cheap,, extremely light and compact,, the LS+T56 swap in to an E30 is 50 lbs more in weight vs M20+G260/5,, and huge inside with so much potential,,, But anyone who owns a car can put whatever he likes to do in to his engine bay,, thats why i putted a V12 M70B50 and Getrag 560 6g in to my E30 cabrio,, i had a S38B38 + G280 before,, and the car is equal in weight with v12 ,, keep in mind that the G560 vs G280 is 45 lbs more in weight,,so the S38B38 is Leviathan in weight
    26 replies | 7275 view(s)
  • 08_335i's Avatar
    Yesterday, 11:35 PM
    CP and BOV sold!
    2 replies | 54 view(s)
  • subaru335i's Avatar
    Yesterday, 11:33 PM
    subaru335i replied to a thread Single turbo VANOS testing in N54
    Thermo and fluids were some of my favorite classes. I feel like there should be a law you have to take them before modding you car lol. Might weed out some of the E90post knuckledragging mouthbreathers and their wheel removal DIY's.
    142 replies | 4047 view(s)
  • Chris@Boost Concepts Inc's Avatar
    Yesterday, 11:33 PM
    Nugs, Thanks ks that is great information to have!! I will dou le check the international flaterate fees and add an international shipping option to the website!! Thanks!!! Chris
    39 replies | 700 view(s)
  • bradsm87's Avatar
    Yesterday, 11:33 PM
    bradsm87 replied to a thread Single turbo VANOS testing in N54
    My understanding is that volume flow well and truly comes into play as well as mass flow. If not, turbos would never make boost because same mass flow going through the compressor as the turbine. It can't make something out of nothing. This is why EGT does make a decent difference to spool. The more EGT, the higher the volume flow compared to the compressor side. Also, during spool, intake manifold pressure is higher than exhaust manifold pressure, according to every single BorgWarner MatchBot calculation I've done. I believe the huge factory spool mode overlap is there because some air 'blows straight through' the engine near TDC at end of exhaust/beginning of intake stroke. This gets thhe turbo up into its efficient flow rate much quicker and is why full load, low rpm compressor surge is not an issue on these engines.
    142 replies | 4047 view(s)
  • foe516's Avatar
    Yesterday, 11:14 PM
    any updates on when the first batch might be arriving?
    43 replies | 1246 view(s)
  • Nugs's Avatar
    Yesterday, 11:13 PM
    No customs issues unless the value is over AUD$1000, then we have to pay duty and GST. But that's handled on our end. Some accommodating vendors will always make sure the declared value is under AUD$1000.
    39 replies | 700 view(s)
  • foe516's Avatar
    Yesterday, 11:12 PM
    foe516 replied to a thread Single turbo VANOS testing in N54
    i feel like i am back in thermo and fluid dynamics class.
    142 replies | 4047 view(s)
  • Mrpikolo's Avatar
    Yesterday, 11:08 PM
    850 rpm sooner than the 2+? Is this running the same compressor and turbine as the 2+ with your manifold and housing?
    92 replies | 3554 view(s)
  • AdminTeam's Avatar
    Yesterday, 11:06 PM
    Hey YHUDian508: :text-welcomewave:
    0 replies | 5 view(s)
  • subaru335i's Avatar
    Yesterday, 11:01 PM
    subaru335i replied to a thread Single turbo VANOS testing in N54
    I agree with everything you have said but this isn't really true. Wind is caused by pressure differences. Air molecules go from high pressure to low pressure. Those pressure differences are caused by uneven heating of the surface from the sun (among other things). Edit: And I don't mean to nitpick, I just think that last analogy might confuse the point a little bit.
    142 replies | 4047 view(s)
  • noorj's Avatar
    Yesterday, 11:01 PM
    noorj replied to a thread DI Tuning Discussion in N54
    Where are you getting that number from? 200 bar sustained would help, but the problem as Tony stated is the injection window. Use my math from the post above and work out what 35 g/s (=35mg/ms) would net you!
    61 replies | 1703 view(s)
  • noorj's Avatar
    Yesterday, 10:56 PM
    That is a very nice data acquisition setup you have there! Props for doing it the right way. Is that amount of variance bank-bank in BP what you normally see? I'm curious as to where you think it comes from. Also what TC's do you have in there pre-turbine? Size/exposed or non exposed tip?
    92 replies | 3554 view(s)
  • V8Bait's Avatar
    Yesterday, 10:51 PM
    V8Bait replied to a thread Single turbo VANOS testing in N54
    Think about wind. Wind can do work on a windmill simply by moving. If you move it really fast, it will do lots of work on that windmill. But, wind doesn't have pressure, it's just a moving airmass. Heating up that air, in a pipe with only one exit, and assuming the pressure increase is negligible, is similar to increasing the wind by a lot. Since the turbo is designed, like a windmill, to extract energy... you see this in spool.
    142 replies | 4047 view(s)
  • richpike's Avatar
    92 replies | 3554 view(s)
  • Tony@VargasTurboTech's Avatar
    Yesterday, 10:49 PM
    This car will be at the track very soon with this set up on it..:)
    92 replies | 3554 view(s)
  • noorj's Avatar
    Yesterday, 10:46 PM
    noorj replied to a thread Single turbo VANOS testing in N54
    Thanks @V8Bait & @The Convert ! Just trying to help out the community, love seeing the progression of the entire platform in the past year. Correct, but the point I'm making is we can change that mass flow into the TB. No, as V8Bait pointed out PV=nRT so it will help spool. But it will help spool independent of mass flow, where more mass flow will still again help spool. Again V8Bait is corret, the exhaust cam is exhaust maximum opening point EMOP in degCA bTDC. Intake cam is IMOP in degCA aTDC
    142 replies | 4047 view(s)
  • V8Bait's Avatar
    Yesterday, 10:42 PM
    So, what he's saying is to stop thinking and assume your role as sheeple. Becuz, you know brah, reading logs and stuff is really hard. We should definitely just listen to what other sheeple think, and not listen to what other experts think, because they aren't popular with the sheeple. Tony is mean and picks fights with others and it hurts my feelings, so I'm going to stay in my safe place with the other sheeple. Who tuned your car? What revision are you on?
    259 replies | 10849 view(s)
  • NniftyFour's Avatar
    Yesterday, 10:40 PM
    Your not wrong about vendors. But that said there have been several tuning situations where both of them showed they did not understand essential tuning concepts. Their prolonged failure to understand how PID systems worked was shocking and frankly worrying. Other examples include extreme timing maps, expecting & relying on the knock control system to sort it out and save the motor. As well as thinking you can control boost blindly with just WGDC. Granted this was all in the past, and they've likely learned all these lessons by now... But for my dollar learning on customers cars which they unarguably did is unacceptable. There's also a LIST of motors that blew with their tunes. I know of 3 which I personally saw the datalogs on. They'll argue that people knew their tunes were bleeding edge and the motors had mechanical problems... Blah blah blah so on. Whatever, there's about as many on the forums as every other tuner combined. (Still a small sample size, I know people go online when things go wrong.) Anyway there's way to many little things that added up to me not trusting them. All in the past, but still too much IMO.
    259 replies | 10849 view(s)
  • richpike's Avatar
    Yesterday, 10:40 PM
    Awesome results! And I apologize if I missed it, but is this setup going on your skinny tired car? Or is that still planned to be a Stg3 setup? -Rich
    92 replies | 3554 view(s)
  • Tony@VargasTurboTech's Avatar
    Yesterday, 10:38 PM
    First test log on my way home. This is the same tune I was running on 2+, I just backed boost way down, timing way down, and added the 4 bar map sensor to the mix. The MHD logs are not showing true boost because of the scaling, so here are the AEM logs. This is directly off the manifold not on the charge pipe, so you cannot get false readings if the throttle closes. Yes you are seeing that correctly, basically 25 psi at 3K RPM in 4th. I included one of the last pulls from the dyno on the old turbos, while boost is apples to apples, as you never get the same load on the dyno as the street, but you can see its literally 850RPM faster to 25 psi. What is also very eye opening is, on the dyno back pressure should be lower as its not loading it up quite as hard. The new GC turbos, 19 psi BP at 25 psi boost, Stock frames, 31 psi back pressure at 25 psi boost. The results could not be anymore inspiring! Cannot wait to get this tune dialed!
    92 replies | 3554 view(s)
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